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El MI CHASE A 6 Sheetsf-Sheet 1. v PNEUMATIC RAILWAY SIGNAL. 1%., 311,959. Patented Feb. 10, 1885.

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N. PETERS. Phoio-Lixhopuaphur. Washmgkuu. n c.

(No Model.) 6 Sheets-Sheet 2.

E. M. CHASE. PNEUMATIC RAILWAY SIGNAL.

No. 311,959. Patented Feb. 10,1885.

(No Model.)

6 Sheets-Sheet-3. E. M. CHASE.

PNEUMATIC RAILWAY SIGNAL.

Patented Feb. 10 1885.

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N PETERS. Fholo-Lillwgmpher, Washington. D. c.

(No Model.) 6 Sheets-Sheet 4.

' E. M. CHASE.

PNEUMATIC RAILWAY SIGNAL.

No. 311,959. Patented Feb. 10-, 1885. 1

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(No Model.

B. M. GHASEJ PNEUMATIC RAILWAY SIGNAL.

Patented Feb. 10, 1885.

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mil 085595 N. PETUIS. Pnnmuh 6 Sheets-Sheet 6 {No Model.)

B. M. CHASE.

PNEUMATIC RAILWAY SIGNAL.

Patented Feb. 10, 1885.

'ilrnren rarns arena" tries.

EDWARD MASON CHASE, OF BOSTON, MASSACHUSETTS, ASSIGNOR TO THE All'lEPtlCAN PNEUMATIC STGNAL COMPANY, OF SAME PLACE.

PNEUMATIC RAlLVVAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 311,959, dated February 10, 18185.

Application filed December 6, (No model.)

[0 all ZUi I/OTJY/ it may concern:

Be it known that I, Enwiino MASONCHASE, a citizen of the United States, residing at Boston, in the county of Suffolk and State of ll'fassachusetts, haveinvented certain new and useful Improvements in Pneumatic Railway- Signals; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and toletters or figures of reference marked thereon, which form a part of this specification.

My invention relates to that class of railwaysignals in which theweight of the locomotive or cars acting upon alever placed be side the track operates a pair of bellows to force a column of air through a tube for the purpose of operating an alarm mechanism situated at a station or highway crossing, and adapted to sound a hell or gong to give warning of an approaching train, or to 0p crate a block signal as a guide for the safe running oftrains, and it is designed as an improvement upon the invention sh own and described in Letters Patent of the United States No. 275,019, granted to me April 3, 1883.

The peculiar construction, arrangcn1ent,and combination of parts in which the invention consists will be hereinafter fully described, and more precisely pointed out in the claims.

In the drawings, Figure 1 is an elevation of the mechanism for operating the bellows and valve, said mechanism being shownin its normal position. Fig. 2 is a plan of the same. Fig. 3 is a horizontal section on line a: a: on Fig. 1, looking downward. Fig. at is an end elevation. Fig. 5 is a section on line 9 g on Fig. 4, showing the parts under one condi tion of operation. Fig. 6 is a similar section, showing the parts under a second condition of operation. Figs. 7 and 8 are respectively a plan and elevation, showing the arrangement of the primary levers in connection with the t1'ack,and drawn to a reduced scale. Fig. 9 is a partial enlarged section of the same. Fig. 10 is an enlarged section of the valve box or casing. Figs. 11 and 12 are respectivel; a front elevation and edge view of the lever for operating .the valve, showing the means by which it is made adjustable. Fig.

13 is an elevation of the alarm mechanism; and Figs. 14, 15, 16, 17, 18, and 19 are details pertaining thereto, to be hereinafter referred to. I

In Figs. 1 to (i, A represents a framework adapted to support the bellows and its opcratingmechanism, designed to be situated at the side of the railway-track and to be covered and protected by a suitable housing. (Not shown.)

B is the bellows, the upper plate or head of which is firmly secured to the upper portion of the framework A, while the bottom or movable plate is secured to the upper portions of a pair of elliptic springs, 13 B, resting upon and fastened to a rectangular plate or frame, B, carrying at its center a small roller, (1, arranged to bear upon the wiper- 7o cam C, made fast upon the rock shaft C, mounted in bearings in the sides of the frame A.

Upon the shaft 0' is also secured the toothed sector D, connected by means of the link a to the movable end of the lever D, secured upon one end of the rock-shaft D, mounted in bearings a", Fig. 3, and a, Fig. 7, and having secured upon its opposite end the short arm D, provided at its movable end with a pin,a*, which engageswith one end of each ofthe bars I) b, placed just outside of and parallel to one of the rails,c,of arailway-track, the said ends of the bars I) b each surrounding about onehalf of the circumference of the pin a. The bars I) b in their normal position are inclined upward, so that the ends which rest upon the pin a project slightly above the top of the rail 0, Fig. 8, so that the wheels of thelocomotive or cars will act to depress the ends of said bars together with the arm D", thus causing the lever D to be raised, and by means of the link a and sector D to rock the shaft C,w11en the cam C will wipe against the roller a, carrying the plate B upward, and compressing the springs B B, which will thus act by their 9 5 expansive force to operate the bellows B, compressing the air contained therein and forcing it out through the chamber (1 and pipe d. The bottom plate or frame, B, of the bellows is guided in its movement and kept substantially 10o parallel with the upper plate thereof by means of the arm or frame e, pivoted at one end to said bellows bottom plate and at the other end to the frame A at points 6. The frame or plate B is likewise guided by a similar arm, e, pivoted thereto and connected to the frame A at e". A pawl, f, pivoted to a portion of the frame A, is adapted to engage with the teeth of the sector D, and thus retain the springs B B in their contracted state until they have spent their force in operating the bellows, and also acts to keep the arm D and bars I) Z) depressed, and prevent them from being acted upon by the wheels of the train. As the air is gradually expelled from the bellows, thelower plate or bottom thereof rises under the action of the springs, carrying upward the free end of the arm e,provided with a projecting rod, 6", adjustably-secured to the arm 6. This rod 0 comesin contact with the lever f, furnished with a short arm, a, rigidly attached to and forming a part thereof, while the pawlf, pivoted loosely upon the same pin with the lever f, has an inwardly-projecting stud or pin, 0'. Hence, to disengage the pawl f from contact with theteeth of the sector D, the operation is as follows, see Fig. 18: The free end of the arm e rises under the action of the bellows-springs, carrying upward the projecting rod e, which wipes the end of the lever f and lifts it, together with the short arm 1), attached thereto, while, as the latter rises it comes in contact with and engages the stud e, projecting from the side of the pawl f, which is forced upward and disengaged from the teeth of the sector, thus allowing the parts to assume their normal position and the bellows to refill with air.

In order to insure the expansion of the bellows at the proper time, a curved plate, 9, is secured to the under side of the frame B, and so shaped that its lower end will extend beneath the end of the cam O, which as it moves downward will come in contact with said plate g, and thus forcibly draw down,or help to draw down, the frame B and springs B B and expand the bellows.

The foregoing description pertains to mechanism which is arranged and adapted to operate precisely the same as that shown and described in the Letters Patent before cited, and need not be further extended. This description, however, will be found necessary for the full understanding of the construction and operation ofmy present invention,which will now be described.

spectively,with the ports 9' and g", and are adapted to be adjusted so as to allow of the gradual escape of the air from either of said ports, the object of which will hereinafter appear. The slide-valve h is attached to one end of the rod h, which passes through asuitable stuffing-box, and is connected at its other end by means of the link h to the upper end of the lever F, pivoted at h to an inclined bracke E, projecting from the base of the valve-box E.

To the lower end of theleverF is connected the angular portion near one end of the bar or rod F, the opposite end of which passes through aslot,f, in the upper end of the arm F and is provided with a hook, 1, adapted to engage at certain times with said arm F at the lower end of said slot. The arm F is made fast upon the rock-shaft F, mounted in bearings secured to the frame A, and having also made fast thereon the twoarmed lever G G, the lower arm, G, ofwhich in its normal position extends horizontally from the shaft F and is provided at its end with an eye, through which passes the, rod 9?, pivoted at its lower end to a convenient part of the frame A and serving as a guide for the spring i surrounding said rod and pressing downward upon the end of the arm G, said spring being kept in place on the rod by a nut at the upper end thereof, while the arm G is inclined upward toward the shaft 0, and has its upper end curved, the concave side of the curve being toward the shaft 0 and adapted to be acted upon at the proper time by the cam G", secured upon said shaft, and thus raise the arm G and rock the shaft F Thehooked rod F is held in its normal position, as shown in Fig. 1, by the spring j, which is attached at one end to the frame A, and at its other end to the end of the bent portion of the rod F, and tends to press the lower end of a projection or horn, it, against a cam, H, secured upon the shaft 0 when the valve h is in its normal position covering the port 9". The springj also tends to keep the hook f at the lower end of the slot in the arm F and may be aided by a second spring, k, attached at one end to the rod F near its hooked end, and at the other end to the arm F The rod F is provided at a point near the shaft 0 with the project-ion is, which may be adj ustably secured to said rod, and projecting downward therefrom is adapted to be acted upon by a step or shoulder upon the cam H, secured upon the shaft C, which thereby raises the rod F and prevents the hooked end thereof from engaging with the arm F The valve-lever F may be made adjustable by making the arms thereof separate and securing them together by the pivot h and by a screw, k passing through a slot in one of said arms and screwed into the opposite arm, all as shown in Figs. 11 and-12. One end of the shaft F has a bearing at Z alongside the rail 0, Figs. 4 and 7, and is provided with a short arm, I, having a pin, Z, set in the end thereof, upn which rests one end of the bar b, Fig. 9, which at that point projects slightly'above the rail 0, so that the wheels of the locomotive will depress the end of the arm I and slightly turn the shaft F. It will now be seen that a train passing in a direction from X to Z, Figs. 7 and 8, will depress the arm I of the rock-shaft F before acting upon the arm D of the rock-shaft D, and that a train moving in the opposite direction will act through the medium of the bar 5 to depress the arm D before affecting the position of the arm I.

The operation of the mechamsm thus described is as follows: Let it be required to operate an alarm mechanism situated at a highway-crossing, and let the bellows be situated so as to be operated by a train in approaching the crossing in the direction from X to Z, Figs. 7 and 8, the pipe i being connected with the alarm mechanism, the cock j closed and the cock j open to allow the escape of air from the bellows in case of a train coming in the opposite direction. As a train approaches the crossing in the direction belore indicated the wheels of the locomotive coming in contact with the bar I) at the side of the rail will act first to depress the arm I, thus turning slightly the shaft F with its arms F, G, and G against the force of the spring 2', and the hook f being engaged with-the arm F the rod F will be moved by said arm, and by means of the lever F, link It? and rod h will cause the valve h to be moved from its normal position to a position covering the port g and opening the port 9", the parts assuming the position shown in Figs. 5 and 10, while the projection it" upon the rod F will be carried farther away from the shaft C, and thus prevented from engaging with the shoulder on the cam H. The further movement of the wheels of the locomotive will immediately cause the arm D to be depressed, thus raising the lever D and sector D and rocking the shaft 0', causing the cam O to compress the springs B and operate the bellows, forc ng the air from the chamber (Z through the plpe (1 into the valve-box E, and thence through the port 9' and pipe i, to set in motion the alarm mechanism with which the pipe 0? is connected. At the same time the pawl f will engage with the teeth of the sector D, thus holding the lever D raised and the arm D depressed and removed from iurther action of the wheels of the train, and the cam G coming in contact with the curved portion of the arm G will act to hold said arm in its raised position and likewise prevent the arm I from being further acted upon by the pass ing train, the port 9 in the valve-box beirg kept open until by the gradual escape of the air and collapsing of the bellows the pawl f becomes disengaged from the teeth of the sector and the parts are allowed to assume their normal position. The curved portion of the arm G should be of such a shape that whether the sector be raised more or less the cam G will hold the said arm in substantially a fixed position and prevent the valve h from being moved. Should a train pass in the opposite direction the arm D will be acted upon before the arm I can be moved, thus raising the sector and operating the bellows, the shoulder on the cam H coming in contact with the projection on the rod F and raising the hooked end of said rod to prevent its engagement with the arm F", and by this means allowing the valve h to retain its normal position with the port g open and the port closed, and the air forced by the bellows into the valve-box will escape gradually through the cock j, and as no air is admitted to the pipe i the alarm mechanism will not be operated. Just after the hooked rod F is raised by the cam H the cam G comes in contactwith the arm G, raising the same and depressing the arm I to remove it from the action of the iocomotive or cars, as before. The position of the parts under this condition of operation is illustrated in Fig. 6, the sector and its operating-lever being indicated by dotted lines, as is also the case in Fig. 5. The cook j should be so adj ustcd that the escape of the air will be gradual and the collapsing of the bellows will not be effected until sufficient time has elapsed to allow of the passage of the entire train, the object being to prevent the mechanism from being operated a number of times during the passage of a single train, and thus obviate the repeated shocks to which the parts might be subjected.

The alarm-signal at the station or crossing may be operated by trains moving in either direction by placing a bellows at a suitable distance upon each side of said crossing and connecting both of them with the alarm mech anism, and soar-ranging the bellows mech anism that a train approaching the crossing will operate the alarm by means of the first bellows, and in leaving the crossing will allow the alarm to remain undisturbed by any action of the second bellows.

If the bellows Band its operative mechanopposite direction, and the primary levers will' work at the side of-the opposite rail. If, however, it is desired to place the bellows on the same side of the track as before, and still to operate the alarm upon the passage of a train in the opposite direction, or from Z to X, Figs. 7 and 8, it will not be found necessary to reverse the arrangement of the mechanism, but simply to connect the alarm mechanism with the pipe 6, instead of the pipe 1?, which should be closed by a suitable plug or cock, while the cock j should be closed and the cock 3' properly adjusted for the escape of the air. When the bellows is situated midway between two adjacent crossings, one of the pipes t i may be connected so as to operate the alarm mechanism at one of the crossings, while the other pipe may be connected with the alarm at the other crossing, and thus three bellows will be sufficient to operate the alarms at both crossings.

This apparatus is also especially adapted to operate a system of block-signals upon a single-track road, for the protection of trains running in either direction. It is not necessary that the valve It should be a slide-valve, as another form of valve capable of being similarly operated would answer as well; nor is it necessary that the cooks j j should be attached to the valve box or casing, as they may be connected to the respective pipes z" and i at any convenient point.

As an im proved method of securing the bars b b" in position at the side of the rail 0, their ends are reduced in depth and are fitted loosely to blocks on m, Figs. '7, 8, and 9, which fit closely to the side of the rail 0, and are provided with-recesses to receive the ends of said bars. These recesses are in the inner sides of said blocks and leave overlapping hooks in the upper parts of said sides. The ends of said bars are reduced and fit into said recesses under said hooks, the latter preventing the said bars from being accidentally raised out of place. By this arrangement the bars I) b are readily placed in position and secured without the use of fulcrum-pins, and the annoyance resulting from the breaking of a fulcrum pin or bolt is entirely obviated.

The alarm mechanism (an elevation of which is shown at Fig. 13) is arranged'to operate in the same manner as that described in the Letters Patent previously referred to, and is mounted upon a frame, J, carrying at its upper portion the gong K, adapted to havea succession of blows struck thereon by means of a hammer, L, sliding in suitable bearings attached to the frame J, and impelled toward the gong by the spring a, surroundingthe-rod of the hammer L, between the collar a on said rod and the bearing n'".

M is a cup adapted to receive air forced from the bellows, and closed at its top bya flexible diaphragm, above which is a disk, or, preferably, another cup resting within the first, with the diaphragm between them, and having at- I tached thereto the vertical post M, carrying the pivoted gravity-latch 0, and guided at its upper end by a bearing in the end of a strut, 0,projecting from theframe J. As air is forced into the cup M the post M will be raised, car-, rying with it the gravity-latch 0, the upper end of which, coming in contact with the step or shoulder 19 on the end of the lever 1), will raise said lever, and thus allow the clock-work to beset infmotion by the force of its operating-spring, all as described in the before-cited Letters Patent, to which reference is hereby made in order to obviate the necessity of incorporating a full description in this specification. the force of the spring a, and then released to allow it to strike the gong by the action of the pins or detents qg, setin a suitable hub mounted upon and revolving with the shaft 1'.

As heretofore constructed, the pins were arranged to act upon another pin set in and projecting from the side of the hammer L; but this was found to be objectionable on account of the rapid wear of thepins, and to overcome this objection I pivot at s to the said hammer a short arm, 8, Figs. 13 and 15, having at its movable end a notch, s, with which the pins q q are adapted to -engggaglge, said arm being pressed toward the shaft 1" by the force of the spring t, this springt being attached to the arm 8 by the pin 8, its upper end pressing against the pivot s and'its lower against the pin 15, which limits the movement of the arm away from shaft 1". The pivot s andpin t are both inserted in the hammer L, while the pin 25 projects into a slot, t, in the arm 8, to permit of movement of the latter against the tension of the spring t to permit the notch s" to disengage from the pins q q. As the shaft 1* rotates each of the pins q will in its turn come in contact with the notch s and remain in contact therewith during the time in which it is acting to draw the hammer back, the arm 8 accommodating itself to the curved movement of the pins q until the end of the slot it", coming in contact with the pin it, causes the disengagement of the arm .9, and allows the hammer to strike a blow on the gong. By this means the rapid wear upon the pins is effectually prevented.

In order to vary the length of the rod P, Figs. 13 and 16, as'occasion requires in the adjustment of the apparatus, I screw its lower end into a stirrup, t", which straddles and is pivoted to the tail of the lever e bya horizontal pivot, to". The pivot a prevents accidental turning and change in the length of the rod P. When it is desired to change the effective length of such rod P, the pivot a is removed, the'stirrup t detached from the lever e, and screwed up or down on the rod, as the case may be, and then returned to place, as shown in Fig. 17 of the drawings. The spring which operates the clock-work is wound up by the action of the pivoted pawl-carrier N,

'mounted loosely upon a shaft, P, and carrying a pawl to act upon a ratchet, N.

The pawl carrier N is operated by the vertical movements of the rod P, which is moved up ward by the wheels of the train acting upon a suitable lever at the side of the track, and downward by the force of a spring or springs connected-with said rod, the downward motion acting to turn the ratchet, and the upward motion to carry back the pawl.

The hammer L is drawn back against The above operation is more fully described below. To wind up the spring operating the striking mechanism at the passage of every train, I employ the rod P, the upper end of which is attached and pivoted to the pawlcarrier N, which aetuates the ratchet N. The lower end of said rod I is secured to the free end of a lever, c and adjusted by means set forth in Fig. 17 of the drawings, while verti cal reciprocating motion is' given the rod P by the mechanism shown in Fig. 19 of the drawings, in which the horizontal bar forms part of a lever, P, which is firmly securedin bearings upon the ground, such arm being provided with a short arm, 8', mounted in a bearing secured to the track immediately alongside the rail in such a position that the wheels of a train shall strike the arm 8, depress the latter, and lift the arm 6' and rod 1?, swing the paw1-carrier IT upouits pivot, thereby actuating the ratchet N, the rod 1? being maintained in its lowest position by the action of a spring, 8, secured at one end of a chair, s erected upon the ground, and with its free end resting and bearing upon the lever a The rod 1? should be so connected to the pawl-carrier that any shock caused by the sudden downward pull of said rod may be mitigated by theinterposition ofasp ring, and, when the winding has been completed, that the rod may be allowed a certain amount of vertical play without affecting the pawl-carrier. A method of accomplishing this is explained in the patent referred t o;'but I prefer theconstruction here shown as an improvement upon the one there described, it being stronger and more durable.

Fig. 16 shows a perspective view of the parts. The rod 1 is provided with a fork, (Q, at its upper end, embracing the end of the pawlcarrier N, each part of the fork Q being provided with a slot, at, through which passes the pin a. A second fork, R,'incloses the first, and is pivoted by the, pin a to the pawl-can rier, the rod 1 passing through a hole, in which it may slide in the bottom 'of the fork It, and being surrounded by a spring, a, which tends to keep the lower ends of thetwo forks apart. The rod 1? thus acts in its downward movement through the medium of the spring a and fork R upon the pawl-carrier, thus imparting a yielding pressure thereto,

while the slots it allow of a certain play of therod after the operating-spring has been fully wound up and when no further movement of the pawl-carrier is required.

In order to arrange the alarm mechanism to be operated by either of two pairs of bellows situated in opposite directions therefrom, I place at a convenient point a box or receiver, S. (shown in section at Fig. 14,) connected by the pipe 11 to the cup M, and by the pipes 12 o to the two bellows-instruments,and containing two ordinary clappervalves, 1 1 0 located above the openings to the two pipes o o, and so arranged that shonld the air be forced by onepair of bellows through one of said pipes the valve over the end of said pipe would open and admit the air to the chamber S, while the other valve would close to prevent the air from escaping by the opposite pipe. The receiver S is also provided with a small cock,

to, which should be adjusted so as to allow of the gradual escape of the air and collapsing of the diaphragm of the cup M after the alarm mechanism has been set into operation.

Another method of adapting the alarm to be operated by two pairs of bellows is to employ two of the cups M with their posts and gravit y-latches, connecting each cup with its own pair of bellows, and arranging both of the latches to act upon thelever 12. As the latch 0 in its upward movement may rise so that its end will be disengaged from the lever p, it is necessary that it should descend to its lower position before again engaging therewith; hence this arrangement has an advantage, inasmuch as, should the second pair of bellows be operated before the latch controlled by the first pair of bellows had resumed its normal position, the alarm would be immediately sounded, which might not be the case where both pairs of bellows acted upon the same diaphragm. If it is desired to convey the air from the bellows B in a number of different directions at the same time, either or both of the pipes i and i may be provided with the requisite number of branches, or the air may be divided at the valve-seat by increasing the number of ports or passages, thus making two sets of ports, each set taking the place of one of the ports 9 or 9 without affecting the principle of my invention;

If preferred, the hooked rod F may be connected directly with the stem of the valve 71, and thus the lever F and link It may be dispensed with.

WVhat I claim as my invention, and desire to secure by Letters Patent of the United States, is-

1. In a pneumatic railwaysignal, the combination of a valve adapted to admit air into either of two passages or sets of passages, the hooked rod F, connected with said valve, the arm F rock-shaft F, and primary lever I, rock-shaft G, the piece 7a, the lever D, rockshaft D and primary actuating-lever D", a bellows connected by an air-passage with said valve, and adapted to be operated by the oscillation of the rock-shaft O, and means of holding the primarylever I removed from the action of the wheels of the train until the bel lows have ceased to contract, substantially as and for the purposes described.

2. The combination of the valve 7i, springactuated hooked rod F, connected with said valve, rock-shaft O, the piece it, arm F", rocleshaft F, primary lever I, spring-pressed arm G, arm G, cam G toothed sector D, pawl f, lever D, rock-shaft D and primary 1ever D and a bellows connected by an air-pas sage with the valve 71, and. adapted to be oplows B, connected by an air-passage with said valve, substantially as and for the purposes described. I

4.. The combination of the bars I) 1), arranged alongside the track, the lever D adapted to operate the bellows mechanism, and the lever I, arranged to operate the valve mechanism, substantially as and for the purposes described.

v 5. The combination of the primary actuating-lever D the bars b 1). adapted to engage with said lever, and the blocks in m, provided with recesses to receive the ends, of said bars, said ends being tapered to fit said recesses and overlapped by hooks formed in said blocks, substantially as and for the purposes described. 6. The combination of the expansion-cup M, two or more pipes connected with and adapted to convey air to said cup, each pipe being provided with avalve to prevent the return of the air, and an alarm or signal mechanism put in motion by a current of air actuating the cup M, substantially as and for the purposes described.

7. The combination of the expansion-cup M, the chamber S, connected by an air passage with said cup, two or more pipes communicating with and adapted to convey air to said chamber, and each provided with a valve to prevent the return of the air, the cock to, attached to the chamber S, and an alarm or signal mechanism put in motion by a current of air actuating'the cup M, substantially as and for the purposes described.

8. The combination of the gong K, spring actuatedhammer L, spring-pressed arm s, pivoted to said hammer, the pins q q, set in a hub secured upon the shaft 0', and a pin, t, to serve as a stop for the arm 8, substantially as and for the purposes described.

9. The combination of the pivoted pawlcarrier N, rod P, slotted fork Q, spring a", fork R, and pin 20, substantially as and for the purposes described.

10. The rod P, connected with the pawl carrierNin manner substantially as described, whereby vertical play or slip between the two is permitted.

11. The combination of the rod P, the pawl and ratchet actuated thereby, the train of wheels driven by said pawl and ratchet, and the alarm actuated by said train of wheels, with the stirrup t", in which the power-receiving end of said rod is mounted, and the lever and pivot by which said stirrup is raised and lowered, the connection between the stirrup and rod P being by screw-threads, which allow the extension or reduction of the operative length of said rod, as desired.

7 In testimony whereof I affix my signature in presence of two witnesses.

EDWARD MASOL CHASE.

Witnesses:

H. E. LODGE, A. F. HAYDEN. 

